US4606446A - Apparatus for controlling a magnetic particle clutch for use in a vehicle - Google Patents

Apparatus for controlling a magnetic particle clutch for use in a vehicle Download PDF

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Publication number
US4606446A
US4606446A US06/596,806 US59680684A US4606446A US 4606446 A US4606446 A US 4606446A US 59680684 A US59680684 A US 59680684A US 4606446 A US4606446 A US 4606446A
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Prior art keywords
engine
magnetic particle
electric current
particle clutch
field coil
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US06/596,806
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English (en)
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Tomoyuki Watanabe
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Toyota Motor Corp
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Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
    • F16D37/02—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive the particles being magnetisable
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
    • F16D2037/001—Electric arrangements for clutch control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
    • F16D2037/002—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive characterised by a single substantially axial gap in which the fluid or medium consisting of small particles is arranged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1022—Electromagnet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/10475—Magnetic field, e.g. electro-rheological, magnetisable particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1088—CVT
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3022—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30421—Torque of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70223—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70229—Voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70252—Clutch torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70418—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70458—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6618—Protecting CVTs against overload by limiting clutch capacity, e.g. torque fuse
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings

Definitions

  • the present invention relates to an apparatus for controlling a magnetic particle clutch for use of a vehicle in which an engine torque is transmitted by a magnetic particle clutch and a belt type continuously variable transmission, and particularly to an apparatus for protecting a belt type continuously variable transmission equipped with a magnetic particle clutch.
  • This invention protects the belt by controlling the amount of torque transmitted through a magnetic particle clutch.
  • a continuously variable transmission includes a V-belt extending between driving and driven pulleys, with one or both of the pulleys being able to adjust the size of their respective V-shaped openings which hold the V-belt, thereby controlling the revolution ratio between the driving and driven pulleys.
  • the size of the V-shaped opening is varied by changing the amount of pressure being fed into a hydraulic cylinder of either of the pulleys.
  • the effective diameter of the pulley can be varied by changing the amount of pressure being fed into the hydraulic cylinder, thereby allowing for a continuously variable ratio of driving pulley effective diameter to driven pulley effective diameter.
  • the V-shaped openings on the driving and driven pulleys are each defined by an area between a fixed portion of each pulley and a movable portion of each pulley, the size of the V-shaped opening being dependent upon the pressure inputted to the hydraulic cylinders, a hydraulic apparatus provides hydraulic pressure to each of the movable pulleys.
  • some vehicles are equipped with a magnetic particle clutch which is provided between an engine and a continuously variable transmission.
  • a magnetic particle clutch transmits an engine torque to a continuously variable transmission, in proportion to a magnitude of an electric current carried to a field coil. It is conventional that the magnitude of an electric current carried to a field coil is designed to be a fixed value after a magnetic particle clutch is engaged. Hence, the entire engine torque is transmitted to a belt type continuously variable transmission. When brake are applied quickly, a large amount of an engine torque is transmitted to the belt type continuously variable transmission, thereby resulting in slippage between the torque transmitting belt and the movable pulley.
  • the present invention was made in view of the foregoing background and to overcome the foregoing drawbacks. It is an object of this invention to provide an apparatus for controlling a magnetic particle clutch for use of a vehicle which reduced the slippage between a torque transmitting belt and a movable pulley and which also reduces fuel consumption.
  • the present invention provides an apparatus according to the following description:
  • a continuously variable transmission including a driving pulley comprising a fixed member and a movable member, a hydraulic cylinder for actuating the movable member to form an opening between the movable member and the fixed member, a driven pulley with another fixed member and another movable member, another hydraulic cylinder for actuating the another movable member to form another opening between the movable member and the fixed member, a belt member spanning the pulleys so that the effective diameter of the pulleys can be varied with regard to each other so that different speed ratios can be obtained, and a magnetic particle clutch including a field coil therein, the magnetic particle clutch being provided between the engine and the continuously variable transmission to control the torque transmitted from the engine to the continuously variable transmission according to the magnitude of an electric current fed into the field coil, the apparatus for controlling the amount of the torque transmitted by controlling the electric current fed into the field coil, including:
  • an engine rotation speed detecting means for detecting an actual engine speed
  • an engine load detecting means for detecting an engine load applied to the engine
  • an engine output torque determining means for determining the actual engine output torque according to the engine speed detected by the engine rotation speed detecting means and to the engine load detected by the engine load detecting means;
  • an electric current control means for determining the amount of the electric current to be fed into the field coil according to the actual engine output torque determined by the engine output torque determining means, and for setting a predetermined value below which the magnetic particle clutch will transmit the torque;
  • a vehicle speed detecting means for detecting a vehicle speed
  • a clutch engagement means for almost stopping the electric current fed into the field coil and for making the magnetic particle clutch disengage.
  • an actual engine rotation speed and an amount of an engine load are detected by an engine rotation speed detecting means and an engine load detecting means, respectively.
  • an engine output torque determining means 92 an actual engine output torque is determined according to both the actual engine rotation speed and the required engine load, by employing a predetermined relationship.
  • the magnetic particle clutch is controlled by an electric current control means 94 so that the torque transmitted has a value which is larger than that of the actual engine output torque and is much smaller than that of an unusual large value of the engine torque.
  • a clutch engagement blocking means 96 stops the supply of the electric current to a field coil.
  • the magnetic particle clutch 12 is caused to slip before the belt type continuously variable transmission begins to slip.
  • slippage in the belt type continuously variable transmission is prevented. It is not necessary to set a high line pressure of the continuously variable transmission to prevent slippage between the belt and the movable pulley even during in the unusual conditions of high engine output torque. Hence, power losses will be low, and the fuel consumption can be reduced.
  • FIG. 1 is a block diagram illustrating the connecting relationship between elements according to the present invention
  • FIG. 2 is a schematic view illustrating the driving apparatus and electric circuits of the vehicle to which an embodiment of the present invention is applied;
  • FIG. 3 is a graph illustrating the relationship between torque transmitted and the electric current carried to a field coil employed in the magnetic particle clutch of the present invention
  • FIG. 4 is a flow chart illustrating the operations employed in the apparatus according to the present invention.
  • FIG. 5 is a graph illustrating an engine rotation speed RPMe and a throttle opening ⁇ degree, which are memorized in ROM in FIG. 2;
  • FIG. 6 is a graph illustrating the relationship between engine rotation speed RPMe, a throttle opening ⁇ degree, and an engine output torque Te, memorized in ROM in FIG. 2;
  • FIG. 7 is a view illustrating an electric circuit of a voltage-electric current converter (V/I) shown in FIG. 2;
  • FIG. 8 is a graph illustrating a relation between an electric current and an electric voltage signal, employed in the V/I converter shown in FIG. 2;
  • FIG. 9 is a graph illustrating a relation between torque and time, employed in an embodiment of the present invention.
  • a rotation force generated by an engine 10 is transmitted through a magnetic particle clutch 12, a belt type continuously variable transmission 14 and a differential gear device 16 to tire wheels 18 and 20.
  • the magnetic particle clutch 12 includes a driving rotation member 22 connected to the engine 10, a driven rotation member 26 connected to an input movable pulley 24, magnetic particle clutch (not shown in the drawings) filled in a space defined between the driving rotation member 22 and the driven rotation member 26, and a field coil 28 which is integrally provided within the driving rotation member 22, for filling magnetic particles with a magnetic force in the space defined between the driving rotation member 22 and the driven rotation member 26.
  • FIG. 3 the relation between a transmitted torque and an electric current carried to a field coil.
  • the transmitted torque Tc from the driving rotation member 22 to the driven rotation member 26 increases according to the increase in the amount of the electric current carried to the field coil 28.
  • the belt type continuously variable transmission 14 has an input movable pulley 24, an output movable pulley 34, and a torque transmitting belt 36 spanned between the input movable pulley 24 and the output movable pulley 34.
  • the input movable pulley 24 is connected through an input rotation shaft 30 to the driven rotation member 26 of the magnetic particle clutch 12.
  • the input movable pulley 24 includes a fixed portion 38 secured to the input rotation shaft 30, and a movable portion 42 which is rotatable with the input rotation shaft 30.
  • the movable portion 42 faces the fixed portion 38, and is mounted to be displaced in the axial direction of the input rotation shaft 30.
  • a V-shaped opening is defined by an area between the fixed portion 38 and the movable portion 42 of the input movable pulley 24.
  • the output movable pulley 34 and the input movable pulley 24 constitute a pair of pulleys, and the output movable pulley 34 is connected through the output rotation shaft 32 to a differential gear device 16.
  • the output movable pulley 34 includes a fixed portion 40 secured to the output rotation shaft 32, and a movable portion 44 which is rotatable with the output rotation shaft 32.
  • the movable portion 44 faces the fixed portion 40, and is mounted to be displaced in the axial direction of the output rotation shaft 32.
  • a V-shaped opening is defined by an area between the fixed portion 40 and the movable portion 44 of the output movable pulley 34.
  • the movable rotation members 42 and 44 are designed to be actuated by hydraulic actuators (not shown in drawings).
  • the hydraulic actuators are operated by a hydraulic pressure control circuit (not shown in drawings) mounted on the belt type continuously variable transmission 14.
  • a hydraulic pressure control circuit mounted on the belt type continuously variable transmission 14.
  • a hydraulic pressure generating apparatus which generates a line pressure.
  • the value of the line pressure is designed to increase in proportion to the increase in the rotational speed of the engine 10 and an opening of a throttle valve 46. Further, the value of the line pressure is predetermined to have a value so that the rotational force of the belt type continuously variable transmission is transmitted without slip within a range of a permissible torque.
  • An ignition signal sensor 50 is provided on an ignition device 48 of the engine, in order to detect the rotational speed of the engine 10.
  • the ignition signal sensor 50 issues an ignition signal S1.
  • a throttle position sensor 52 is provided at a position adjacent to the throttle valve 46, which is mounted on an intake manifold of the engine 10, in order to detect the amount of a load applied onto the engine 10.
  • the throttle position sensor 52 issues a throttle opening signal ST.
  • a rotation sensor 53 is provided in the belt type continuously variable transmission 14, in order to detect a vehicle speed (a rotational speed of the output rotation shaft 32).
  • the rotation sensor 53 issues a rotation signal SL.
  • An analog-digital converter (hereinafter referred to as A/D) 56 receives the throttle opening signal ST. If the engine 10 consists of four cylinders, the ignition signal sensor 50, issues two pulses per one revolution of the engine 10. In the I/F 54, the ignition signal SI is converted to a code signal which designates a period "te" of the ignition signal SI. The code signal is fed into input/output ports (hereinafter referred to as I/O ports) 58.
  • the throttle opening signal ST is generally a voltage signal.
  • the A/D 56 converts the throttle opening signal ST to a code signal which indicates an opening (%) of the throttle valve 46. Thus obtained code signal is fed into the I/O ports 58.
  • the rotation sensor 53 is designed to issue the rotation signal SL of the pulses which are synchronized with the rotation of the output rotation shaft 32.
  • the I/F 54 converts the rotation signal SL to a code signal which designates a period "tc" of the rotation signal SL.
  • the code signal is fed into the I/O ports 58.
  • a rotation sensor 60 which detects the rotation number of the input movable pulley 24, is provided in the belt type continuously variable transmission 14.
  • the rotation sensor 60 detects the passing of one magnet (not shown in drawings) mounted on the outer circumferential surface of the fixed portion 38, and generates a rotation signal SR which is a pulse signal of a period corresponding to the rotation of the input movable pulley 24.
  • the rotation signal SR is fed into the I/F 54.
  • the I/F 54 converts the rotation signal SR to a code signal which designates a period of the rotation signal SR.
  • the code signal is fed into the I/O ports 58.
  • the rotation signal SR corresponds to the rotation speed of the driven rotation member 26 of the magnetic particle clutch 12.
  • the I/O ports 58 are connected through a data bus line to a central processing unit (hereinafter referred to as CPU) 62, a read-only memory (hereinafter referred to as ROM) 64, and a random-access memory (hereinafter referred to as RAM) 66.
  • the ROM 64 stores a predetermined control program which is shown by a flow chart in FIG. 4, and data shown in FIGS. 5(a), (b) and FIG. 6. According to the stored program in the ROM 64, the CPU 62 carries out arithmetic and logic processing functions while employing the memory function of the RAM 66.
  • the CPU 62 determines the amount of the electric current to be fed into the magnetic particle clutch 12, and feeds a control signal SC through the I/O ports 58 to a digital-analog converter (hereinafter referred to D/A) 68.
  • the control signal SC designates the electric current fed into the field coil 28.
  • the D/A 68 converts the control signal SC to a voltage signal SV, and feeds the voltage signal SV to a voltage-electric current converter (hereinafter referred to as V/I) 70.
  • V/I 70 generates an electric current corresponding to the voltage signal SV fed from the D/A 68, and feeds the electric current to the field coil 28.
  • FIG. 7 One example of the detailed construction of the V/I 70, is shown in FIG. 7.
  • the signal is fed into a plus input terminal of a different amplifier 74.
  • a voltage of a resistor 76, corresponding to the electric current is fed into the minus input terminal of the different amplifier 74.
  • the resistor 76 is connected with the field coil 28 in series in order to detect the electric current fed into the field coil 28, and has a small resistance.
  • the different amplifier 74 feeds a base electric current to a driver transistor 78 so that the signal difference between the input terminals may equal zero.
  • the transistor 78 is connected between plus power sources and the field coil 28, and feeds the electric current to the field coil 28 according to the output signals of the different amplifier 74.
  • the different amplifier 74 makes a feed-back control. Even though the value of the resistance of the field coil 28 varies due to the change of the temperature, the electric current accurately proportioning to the voltage signal SV is fed into the field coil 28.
  • the operation of the present embodiment is explained hereunder in conjunction with a flow chart shown in FIG. 4.
  • the first step 80 reads the periods te, ti and tc of the ignition signal SI and the rotation signals SR and SL, and further reads the voltage signal V corresponding to the opening of the throttle valve 46 into the RAM 66.
  • the opening of the throttle valve 46 is indicated by the throttle opening signal ST.
  • the program proceeds to Step 82.
  • the step 82 calculates the rotation speed RPM e of the engine 10, the rotational speed RPM i of the driven rotation member 26 of the magnetic particle clutch 12, the vehicle speed V, and the opening ⁇ (%) of the throttle valve 46 according to memorized following equations (1), (2), (3) and (4), based on the fed data te, ti, tc and V.sub. ⁇ :
  • R the radius of the wheels 18 and 20
  • V min the voltage of the signal ST at the fully closed time of the throttle valve 46 (idling condition)
  • V max the voltage of the signal ST at the fully opened time of the throttle valve 46 (full load of the engine 10)
  • the ignition signal SI generates two pulses per one revolution of the engine 10.
  • the rotation signals SR and SL generate one pulse per one rotation of the rotation shafts 30 and 32, respectively.
  • the step 82 performs functions of the engine rotation speed detecting means 60, a means for detecting a rotation speed of the driven rotation member 26 of the magnetic particle clutch 12, the vehicle speed detecting means 98, and the engine load detecting means 90 for detecting the amount of the load applied to the engine 10.
  • step 83 it is determined whether the absolute value of the difference between the rotation speed RPM e of the engine 10 and the rotation speed RPM i of the driven rotation member 26 of the magnetic particle clutch 12 is smaller than a value RPM.sub. ⁇ corresponding to a predetermined computer error range or not.
  • the program proceeds to step 84, in order to engage the magnetic particle clutch 12. Contrary to this, when the absolute value is smaller than the value RPM.sub. ⁇ , it is determined that the clutch 12 is already engaged.
  • step 85 it is determined whether the absolute value of the difference between the rotation speed RPM e of the engine 10 and the rotation speed RPM i of the driven rotation member 26 of the magnetic particle clutch 12 is smaller than a value RPM.sub. ⁇ corresponding to a predetermined computer error range or not.
  • step 84 the transmitting torque Tc of the magnetic particle clutch 12 is increased according to the increase in the rotation speed RPM e of the engine 10.
  • the control signal SC is outputted from the I/O ports 58 so that the transmitting torque Tc may reach to its maximum value.
  • a controlled electric current which increases according to the increase in the rotating speed RPM e , is fed from the V/I 70 to the field coil 28. Hence, the magnetic particle clutch 12 is smoothly engaged.
  • step 85 it is determined whether the vehicle is in the running condition or in the almost stopped condition.
  • the vehicle speed V is more than a predetermined very small value V.sub. ⁇ , it is determined that the vehicle is in the running condition. Contrary to this, when the vehicle speed V is less than the value V.sub. ⁇ , it is determined that the vehicle is in the almost stopped condition.
  • the value V.sub. ⁇ is a predetermined value, and is a little more than zero.
  • the program proceeds to step 86.
  • step 86 the actual output torque Te of the engine 10 is determined.
  • the transmitting torque Tc of the magnetic particle clutch 12 is calculated by the following equation, so that the torque Tc may become a little larger than the actual output torque Te, and may become quite smaller than the allowable transmitting torque of the belt type continuously variable transmission 14.
  • ⁇ T a predetermined value which does not make the engaged torque of the magnetic particle clutch zero even if Te is zero
  • step 87 the control signal SC is outputted from the I/O ports 58, so that the transmitting torque Tc determined by the foregoing equation (5) can be obtained. Further, the electric current corresponding to the control signal SC is fed from the V/I 70 to the field coil 28. Thus, step 86 performs the function of the engine output torque determining means 92. Step 87 performs the function of the electric current control means 94 for controlling the electric current fed into the field coil 28.
  • the foregoing steps are repeatedly carried out at a high speed.
  • the electric current carried to the field coil 28 is controlled so that the transmitting torque of the magnetic particle clutch 12 may be a little larger than the actual output torque Te of the engine 10. Hence, even when the output torque Te of the engine 10 exceeds the usual value and drastically increases, a slip is generated in not the belt type continuously variable transmission 14 but the magnetic particle clutch 12. The slip in the belt type continuously variable transmission is dissolved.
  • the line pressure supplied to the hydraulic actuators for actuating the driving movable pulley 24 and the driven movable pulley 34 is required to have such a high value as the slip in the transmission may be obviated. Due to this, the power loss consumed by generating a high line pressure becomes large. Contrary to this, according to the present embodiment, the line pressure can be set to have a little larger value than both the usual engine output torque Te and the transmitting torque Tc of the magnetic particle clutch 12. The set line pressure does not cause a slip. Hence, the power loss can be small, and the fuel consumption is improved.
  • the reference C designates an engine output torque Te memorized by the relation shown in FIG. 6, and the reference D designates an actual output torque of the engine 10.
  • the transmitting torque Tc of the magnetic particle clutch 12, after the torque Tc is controlled in step 87, is designated by a line E in FIG. 9.
  • the value of the line E is controlled to be a little larger than that of the engine output torque line C.
  • the line pressure of the belt type continuously variable transmission 14 is determined to have a value sufficient to transmit a torque indicated by the line E in FIG. 9.
  • the magnetic particle clutch 12 transmits the torque from the engine to the CVT.
  • the line pressure according to a prior art is determined to have a value large enough to transmit even a torque indicated by a line G in FIG. 9, in order to prevent slippage at an unusual peak F of the engine torque.
  • the difference torque M between the transmitting torque Tc (the line E) of the magnetic particle clutch 12 and the engine output torque C, according to the present invention can be remarkably reduced, in comparison with the difference torque M' according to the prior art between the torque indicated in the line G and the engine output torque C. Hence, the power loss can be reduced.
  • the fuel consumption has been improved by 2 to 3 percent.
  • the actual output torque Te of the engine 10 is determined in the foregoing step 86 by, for example, the following procedure:
  • the ROM 64 memorizes data maps shown in FIGS. 5 and 6.
  • the coordinates X RPM on RPMe axis of coordinates and the coordinates Y.sub. ⁇ on ⁇ axis of coordinates, shown in FIG. 6, are determined according to the rotation speed RPMe of the engine 10 and the opening ⁇ of the throttle valve 46, shown in FIG. 5.
  • FIG. 6 is a three-dimensional data map which shows the relation between the throttle opening ⁇ , the rotation speed RPMe of the engine and the actual output torque Te of the engine 10.
  • the data ⁇ , RPMe and Te are experimentally determined.
  • ⁇ Y.sub. ⁇ the value of Y.sub. ⁇ coordinates at each point under a decimal point
  • ⁇ X RPM the value of RPMe coordinates at each point under a decimal point
  • step 85 when the vehicle speed V is smaller than the predetermined small value V ⁇ , it is determined that the vehicle is in the condition that the vehicle almost stops.
  • step 88 which performs a function of the clutch engagement blocking means 96.
  • the control signal SC which makes the electric current zero fed from the V/I 70 to the field coil 28, is outputted from the I/O ports 58.
  • the transmitting torque Tc of the magnetic particle clutch 12 is set to have a little larger than the actual output torque Te of the engine 10.
  • the magnetic particle clutch 12 slips in advance of the slip in the belt type continuously variable transmission 14.
  • the slip in the belt type continuously variable transmission 14 is prevented from being generated.
  • it is not necessitated to set such a high line pressure of the belt type continuously variable transmission as the slip does not generate even in the unusual condition of the engine torque Te.
  • the power loss can be reduced, and the fuel consumption is improved.
  • the electric current fed into the field coil 28 is forced to cut. The heat generation of the magnetic particle clutch 12, and the electric load applied on the electric power sources are reduced.
  • the electric current fed into the field coil 28, may not be completely zero. In short, it is sufficient to lower the value of the electric current up to the value with which the magnetic particle clutch 12 is substantially disengaged.
  • the output torque Te of the engine 10 is determined by the memorized data map.
  • the functional formulas whose variables are the throttle opening ⁇ and the rotation speed RPMe of the engine 10, may be memorized in advance.
  • the functional formulas may be calculated according to the variables.
  • the load applied onto the engine 10 is designated by the opening of the throttle valve 46, but the engine load may be designated by the displaced stroke of the accelerator pedal, an intake vacuum of the engine 10, the rising rate of the rotation speed of the engine 10, or an accelerator sensor for detecting an acceleration of the vehicle.
  • the torque Te is determined, and the torque Te is calculated according to the value of Te, but the data in data map memorized in FIG. 6 may be multiplied by the constants and the value ⁇ T may be added to the multiplied value. In this case, the torque Te can be directly determined according to the data map.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
US06/596,806 1983-04-08 1984-04-04 Apparatus for controlling a magnetic particle clutch for use in a vehicle Expired - Lifetime US4606446A (en)

Applications Claiming Priority (2)

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JP58062798A JPS59190522A (ja) 1983-04-08 1983-04-08 車両用磁粉式電磁クラツチの制御装置
JP58-062798 1983-04-08

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Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4771658A (en) * 1985-08-30 1988-09-20 Fuji Jukogyo Kabushiki Kaisha System for controlling the pressure of oil in a system for a continuously variable transmission
US4803628A (en) * 1985-08-02 1989-02-07 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling electro-magnetic particle clutch
US4860863A (en) * 1987-06-04 1989-08-29 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling a clutch of a vehicle
US4997074A (en) * 1989-10-11 1991-03-05 Borg-Warner Automotive Transmission & Engine Components Corporation CVT hydraulic start clutch
US5012696A (en) * 1988-10-19 1991-05-07 Fuji Jukogyo Kabushiki Kaisha Line pressure control system for a continuously variable transmission
WO1991012442A1 (de) * 1989-01-17 1991-08-22 Anton Schlüter München Gmbh & Co Wandler-wechselgetriebe, insbesondere für schlepper
EP0446497A1 (en) * 1990-03-15 1991-09-18 Van Doorne's Transmissie B.V. Continuously variable transmission
US5064036A (en) * 1990-05-24 1991-11-12 Borg-Warner Automotive, Inc. Adaptive torsional damping device for a continuously variable transmission
US5672132A (en) * 1993-07-23 1997-09-30 Zf Friedrichshafen Ag Continuously variable transmission regulation process
EP1069331A1 (en) 1999-07-06 2001-01-17 Van Doorne's Transmissie B.V. A continuously variable transmission having a continuously slipping clutch
US6409627B2 (en) * 1997-03-25 2002-06-25 Robert Bosch Gmbh Device and method for reducing slip in the control system of a CVT in a motor vehicle
US6461271B2 (en) * 2000-03-27 2002-10-08 Honda Giken Kogyo Kabushiki Kaisha Belt-type continuously variable transmission
US20030015393A1 (en) * 2001-06-15 2003-01-23 Klaus Ries-Mueller Method and device for controlling and/or regulating the slip of a clutch
FR2835484A1 (fr) * 2002-02-04 2003-08-08 Toyota Motor Co Ltd Appareil de commande pour un groupe motopropulseur comprenant une transmission a changement de vitesses continu
US6645108B1 (en) 2002-05-16 2003-11-11 The Timken Company Active torque bias system and controls
US20040021323A1 (en) * 2002-07-31 2004-02-05 Hyeoun-Dong Lee Auxiliary power control system for series-type hybrid electric vehicle
US6712730B2 (en) 2001-12-06 2004-03-30 The Timken Company Active torque bias coupling
US6712728B2 (en) 2002-01-29 2004-03-30 The Timken Company Transfer case with enhanced torque bias capability
US6755762B2 (en) 2002-03-25 2004-06-29 The Timken Company Axle center with active torque bias control
EP1302702A3 (en) * 2001-10-09 2004-10-27 Toyota Jidosha Kabushiki Kaisha Control apparatus for a drive mechanism including a continously variable transmission, and method of controlling the drive mechanism
WO2007064187A1 (en) 2005-11-29 2007-06-07 Robert Bosch Gmbh Method for controlling a clutch in a vehicular drive line provided with a friction-type continuously variable transmission
WO2007075080A1 (en) * 2005-12-28 2007-07-05 Robert Bosch Gmbh Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
US20070184936A1 (en) * 2006-02-06 2007-08-09 Fuji Jukogyo Kabushiki Kaisha Control apparatus for vehicle
US7832297B2 (en) 2005-04-19 2010-11-16 Hewatt Chris B Method and apparatus for gyroscopic propulsion
US20120222497A1 (en) * 2011-03-03 2012-09-06 Dean Schneider Belt Test Apparatus

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US3163272A (en) * 1961-07-28 1964-12-29 Bosch Gmbh Robert Control arrangement for electromagnetic clutch
US4072220A (en) * 1975-06-25 1978-02-07 Nissan Motor Company, Limited Apparatus for controlling actuating fluid pressure on vehicular friction clutch with compensation for decrease in friction coefficient at elevated temperature
US4081065A (en) * 1976-12-23 1978-03-28 Smyth Robert Ralston Controlled power clutch
GB2083589A (en) * 1980-09-12 1982-03-24 Fuji Heavy Ind Ltd Controlling electro-magnetic clutch of vehicle
US4401199A (en) * 1980-03-15 1983-08-30 Fuji Jukogyo Kabushiki Kaisha Electro-magnetic clutch control system for automobiles
US4403683A (en) * 1979-10-22 1983-09-13 Fuji Jukogyo Kabushiki Kaisha Electro-magnetic powder clutch system for automobiles
US4515257A (en) * 1981-12-04 1985-05-07 Fuji Jukogyo Kabushiki Kaisha Control system for an electromagnetic clutch for automobiles

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3163272A (en) * 1961-07-28 1964-12-29 Bosch Gmbh Robert Control arrangement for electromagnetic clutch
US4072220A (en) * 1975-06-25 1978-02-07 Nissan Motor Company, Limited Apparatus for controlling actuating fluid pressure on vehicular friction clutch with compensation for decrease in friction coefficient at elevated temperature
US4081065A (en) * 1976-12-23 1978-03-28 Smyth Robert Ralston Controlled power clutch
US4403683A (en) * 1979-10-22 1983-09-13 Fuji Jukogyo Kabushiki Kaisha Electro-magnetic powder clutch system for automobiles
US4401199A (en) * 1980-03-15 1983-08-30 Fuji Jukogyo Kabushiki Kaisha Electro-magnetic clutch control system for automobiles
GB2083589A (en) * 1980-09-12 1982-03-24 Fuji Heavy Ind Ltd Controlling electro-magnetic clutch of vehicle
US4515257A (en) * 1981-12-04 1985-05-07 Fuji Jukogyo Kabushiki Kaisha Control system for an electromagnetic clutch for automobiles

Cited By (42)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4803628A (en) * 1985-08-02 1989-02-07 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling electro-magnetic particle clutch
US4771658A (en) * 1985-08-30 1988-09-20 Fuji Jukogyo Kabushiki Kaisha System for controlling the pressure of oil in a system for a continuously variable transmission
US4860863A (en) * 1987-06-04 1989-08-29 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling a clutch of a vehicle
US5012696A (en) * 1988-10-19 1991-05-07 Fuji Jukogyo Kabushiki Kaisha Line pressure control system for a continuously variable transmission
WO1991012442A1 (de) * 1989-01-17 1991-08-22 Anton Schlüter München Gmbh & Co Wandler-wechselgetriebe, insbesondere für schlepper
EP0634589A2 (en) * 1989-10-11 1995-01-18 Borg-Warner Automotive, Inc. Continuously variable transmission
US4997074A (en) * 1989-10-11 1991-03-05 Borg-Warner Automotive Transmission & Engine Components Corporation CVT hydraulic start clutch
EP0634589A3 (en) * 1989-10-11 1995-05-31 Borg Warner Automotive Infinitely adjustable gear.
EP0446497A1 (en) * 1990-03-15 1991-09-18 Van Doorne's Transmissie B.V. Continuously variable transmission
US5098345A (en) * 1990-03-15 1992-03-24 Van Doorne's Transmissie B.V. Continuously variable transmission
US5064036A (en) * 1990-05-24 1991-11-12 Borg-Warner Automotive, Inc. Adaptive torsional damping device for a continuously variable transmission
US5672132A (en) * 1993-07-23 1997-09-30 Zf Friedrichshafen Ag Continuously variable transmission regulation process
US6409627B2 (en) * 1997-03-25 2002-06-25 Robert Bosch Gmbh Device and method for reducing slip in the control system of a CVT in a motor vehicle
EP1069331A1 (en) 1999-07-06 2001-01-17 Van Doorne's Transmissie B.V. A continuously variable transmission having a continuously slipping clutch
US6461271B2 (en) * 2000-03-27 2002-10-08 Honda Giken Kogyo Kabushiki Kaisha Belt-type continuously variable transmission
US6702086B2 (en) * 2001-06-15 2004-03-09 Robert Bosch Gmbh Method and device for controlling and/or regulating the slip of a clutch
US20030015393A1 (en) * 2001-06-15 2003-01-23 Klaus Ries-Mueller Method and device for controlling and/or regulating the slip of a clutch
EP1302702A3 (en) * 2001-10-09 2004-10-27 Toyota Jidosha Kabushiki Kaisha Control apparatus for a drive mechanism including a continously variable transmission, and method of controlling the drive mechanism
US6712730B2 (en) 2001-12-06 2004-03-30 The Timken Company Active torque bias coupling
US6712728B2 (en) 2002-01-29 2004-03-30 The Timken Company Transfer case with enhanced torque bias capability
US7188717B2 (en) 2002-02-04 2007-03-13 Toyota Jidosha Kabushiki Kaisha Control apparatus for power train including continuously variable transmission
US6974009B2 (en) * 2002-02-04 2005-12-13 Toyota Jidosha Kabushiki Kaisha Control apparatus for power train including continuously variable transmission
FR2835484A1 (fr) * 2002-02-04 2003-08-08 Toyota Motor Co Ltd Appareil de commande pour un groupe motopropulseur comprenant une transmission a changement de vitesses continu
US20050197233A1 (en) * 2002-02-04 2005-09-08 Toyota Jidosha Kabushiki Kaisha Control apparatus for power train including continuously variable transmission
US20030150683A1 (en) * 2002-02-04 2003-08-14 Toyota Jidosha Kabushiki Kaisha Control apparatus for power train including continuously variable transmission
US6755762B2 (en) 2002-03-25 2004-06-29 The Timken Company Axle center with active torque bias control
US6645108B1 (en) 2002-05-16 2003-11-11 The Timken Company Active torque bias system and controls
US6836027B2 (en) * 2002-07-31 2004-12-28 Hyundai Motor Company Auxiliary power control system for series-type hybrid electric vehicle
US20040021323A1 (en) * 2002-07-31 2004-02-05 Hyeoun-Dong Lee Auxiliary power control system for series-type hybrid electric vehicle
US7832297B2 (en) 2005-04-19 2010-11-16 Hewatt Chris B Method and apparatus for gyroscopic propulsion
WO2007064187A1 (en) 2005-11-29 2007-06-07 Robert Bosch Gmbh Method for controlling a clutch in a vehicular drive line provided with a friction-type continuously variable transmission
WO2007075080A1 (en) * 2005-12-28 2007-07-05 Robert Bosch Gmbh Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
US20090124455A1 (en) * 2005-12-28 2009-05-14 Arjen Brandsma Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
US8118707B2 (en) 2005-12-28 2012-02-21 Robert Bosch Gmbh Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
US20070184936A1 (en) * 2006-02-06 2007-08-09 Fuji Jukogyo Kabushiki Kaisha Control apparatus for vehicle
US7678016B2 (en) * 2006-02-06 2010-03-16 Fuji Jukogyo Kabushiki Kaisha Control apparatus for vehicle
US20120222497A1 (en) * 2011-03-03 2012-09-06 Dean Schneider Belt Test Apparatus
WO2012118652A1 (en) * 2011-03-03 2012-09-07 The Gates Corporation Belt test apparatus
US8418568B2 (en) * 2011-03-03 2013-04-16 The Gates Corporation Belt test apparatus
CN103403516A (zh) * 2011-03-03 2013-11-20 盖茨公司 皮带测试设备
KR101473138B1 (ko) * 2011-03-03 2014-12-15 더 게이츠 코포레이션 벨트 테스트 장치
CN103403516B (zh) * 2011-03-03 2015-11-25 盖茨公司 皮带测试设备

Also Published As

Publication number Publication date
JPS59190522A (ja) 1984-10-29
JPH052849B2 (ja) 1993-01-13

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